Crossing protecting device



'April 28, 1925.

` E'. P. FARRELL CROSSING PROTECTING DEYIQE 5 Sheets-Sheet l Filed Aug. 6, 1925 LC E [EWEC EL www4 www-ess:

ATTORN EY:

April 28, 1925.-

E. P. FARRELL CROSSING PROTECT-Ui@ DEVICE FiledAug. efis25- -A 'V5 sheets-sheet g mvENToR l ATTORNEY April 2s, 1925. 1,535,911

' E. P. FARRELL CROSSING PROTECTING DEVICE 3 Sheets-Sheet 5 Filed Aug. 6, 1923 ATTORNEY WITNESS:

Patented Apr. 28, 1925.

EDWARD P. FARRELL, v011" MALVERN, OHIO.

CROSSING PROTECTING DEVICE.

Application tiled August 6, 1923.

To all `tc/icm t may concern:

Be it known that I, EDWARD P. FARRELL, a citizen of the United States, residing at Malvern, in the county of Carroll and State of Ohio, have invented new and useful Improvements in Crossing Protecting Devices, of which the followingis a specication.

This invention relates to a grade crossing barrier, the general object of the invention being to provide means for preventing a vehicle from crossing a` track when a train is approaching by raising a series of barriers across the road by the action of an approaching train.

This invention also consists in certain other `features of construction and `in the combination and'arrangement of the several parts, to be hereinafter fully described, illustrated in the accompanying drawings and specifically pointed out in the appended claims.

In describing my invention in detail, reference will be had to the accompanying drawings wherein like characters denote like or corresponding parts throughout the seveial views, and in which Figure 1 is a plan view of a railway crossing showing the invention in use.

Figure 2 is a section on line 2 2 of Figure 1.

Figure 3 is a section on line 3-3 of Figure 1.

Figure l is a section on line 4-4 of Figure 1.

Figure 5 is a section on line 5-5 of Fig-` ure 1.

Figure 6 is a sectional view through the valve 7.

1n these views A indicates a portion of a railroad track and B a road which crosses the track. The rails of the track are insulated from the rails a distance from the crossing, as shown at 1 and these rails are connected by the conductors 2 witha battery 3 and a magnet t in such a manner that as soon as the train passes onto the insulated part of the track the circuit to the magnet will be completed so that its armature 5 will be attracted. This armature is normally held in retracted position by a spring 6 and it actuates a valve 7 which controls communication between a compressed air tank 8 and Serial No. 655,985.

11 with the pipe 10 closed but when the armature 5 is attracted the pipe 11 will be closed and the pipe 10 opened so that air can pass from the tank 8 into the cylinder 9 and thus force the piston 12 of the cylinder 9 forwardly so that the cross head 13 will compress the spring 11i and move the rack bar 15 in a forward direction. A second rack bar 16, locatedon the opposite side of the track from that on which the rack bar 15 is arranged, will also be moved through means of the shaft V17 and the pinions 18 thereon which engage the rack bars. The i'ack bars engage pinions 19 which are connected with shafts 20, arranged under the road surface and a pair of these shafts are arranged on each side of the railroad. These shafts have eccentrics 21 secured thereon, the straps 22 of which are connected with the connecting rods 23 which operate in guides 24 carried by a support 25. Cross heads 26 are 'carried by the connecting rods and these heads are provided with openings which receive the bolts 27 on the barriers 28 which are arranged to move vertically in slots 29 formed inthe road surface, spring 30 being placed on the bolts for yieldingly connecting the cross heads with the barriers. The road, adjacent the track is divided by a partition 31 into an entrance half and au exit half and the barriers are arranged in the entrance half, the barriers on one side of the track being oppositely arranged from those on the other side so that a vehicle approaching the track from either direction must pass over the barriers before reaching the track and afterpassing the track it will enter the exit half of the road which is free of barriers.

From the above it will be seen that when p the track adjacent the crossing is not o ccupied by a train the cylinder 9 will be in communication with the atmosphere through the pipe 11 and spring 14 will have forced the cross head .backwardly so that the rack barswill be retracted with theeccentrics in a position to hold the barriers in their lowered positions with their upper edges fiush with the road surface. Thus a vehicle can pass over the roadway without interference on the part of the barriers. As soon as a train enters the insulated part of the track the circuit to the magnet L will be completed through the wheels and axles of the train so that the valve 7 will be shifted to close the pipe 11 and open the pipe 10. The compressed air iiowing from tank 8 into the cylinder 9 will actuate the piston so that the rack bars will be moved to operate the shafts 2O and cause their eccentrics to raise the barriers so that a vehicle cannot approach the track. As soon as the train passes off the insulated part the circuit Will be broken and the parts will be returned to their normal position, ready to be operated when a next train enters the insulated part of the track. By using the springs 30 the barriers are yieldingly supported so that if they should be actuated While a vehicle has its Wheels in engagement With the same the springs would simply yield and permit the cross head to move upwardly Without moving the barrier, thus preventing damage to the parts. The first barrier from the track is spaced a sufficient distance from the track to prevent a vehicle being trapped upon the track.

Signal means can be arranged to be operated by the moving parts, such as lights and bells and any suitable means can be provided for keeping the tank 8 filled with compressed air. The drawings show an'air compressor 32 as being connected with the tank for furnishing air thereto. Projections 33 are arranged on the barriers 28 for acting as stops to limit the upward movement of said barriers.

It is thought from the foregoing description that the advantages and novel features of my invention will be readily apparent.

I desire it to be understood that I may make changes in the construction and in the combination and arrangement of the several parts, provided that such changes fall Within the scope of the appended claim.

"What I claim is A safety appliance for a railroad cross ing comprising a plurality of barriers arranged at each side of the crossing, shafts arranged under the barriers for operating the same, eccentric means connecting the shafts with the barriers, pinions on the shafts, rack bars engaging the pinions, a shaft and pinions thereon for communicating the movement of one rack bar to the other, a cylinder, a piston therein connected with one of the rack bars, a receptacle containing fluid under pressure, a pipe connecting the same with the cylinder, a sliding valve for controlling the passage of fluid through the pipe, an armature connected With the valve, a magnet associated with the armature, an electric circuit connected With the magnet and means for coinpleting the same by a train approaching a crosslnO'.

In testimony whereof I affix my signature.

EDIVARD P. FARRELL. 

